Internal combustion engine with rotating pistons and cylinders and related devices and methods of using the same

ABSTRACT

The present invention provides a novel internal combustion engine design and methods for using the same. The internal combustion engine of the present invention may include two rotors on which the pistons and cylinders and pistons are mounted, respectively. A plurality of cylinders mounted on a cylinder rotor, and a plurality of pistons mounted on a piston rod rotor, where the arrangements of the pistons and cylinders are complementary and each piston is paired with one of the cylinders. The cylinder rotor and the piston rod rotor may be position at oblique angle relative to one another, such that their central axes are located on a same plane, but the axes are not coaxially aligned and intersect on that plane.

FIELD OF THE INVENTION

The present invention relates to a new internal combustion engine designand related apparatuses and methods of using the same. Moreparticularly, the present invention relates to an internal combustionengine having rotating pistons and cylinders.

DISCUSSION OF THE BACKGROUND

Conventional internal combustion engines have pistons that move in andout (reciprocate) of cylinders in a stationary cylinder block.Combustion in the cylinders is timed to cause the pistons to be ejectedfrom the cylinder and to turn a crank shaft, converting the chemicalenergy of the fuel into rotary motion during a power stroke. The powerstroke provides a driving force for the engine, turning a crank shaft,which in turn performs work through a transmission system that transfersthat power to turn the wheels. Conventional combustion engines havewidespread adoption, but these engines are inefficient. Around 60percent or more of the fuel's energy is lost in the internal combustionengine, losing energy to engine friction and shaking, pumping air intoand out of the engine, and wasted heat. Modern gasoline engines have amaximum thermal efficiency of about 20% to 35%, when the engine isoperating at its point of maximum thermal efficiency. Thus, about 65% to80% of total power is emitted as heat without being turned into usefulwork.

The existing designs for internal combustion engines are insufficient,and are in need of improvement. It is therefore desirable to providenovel engines and methods.

SUMMARY OF THE INVENTION

Embodiments of the present invention provide a novel internal combustionengine design and methods for using the same. The internal combustionengine of the present invention may include two rotors on which thepistons and cylinders and pistons are mounted, respectively. A pluralityof cylinders mounted on a cylinder rotor, and a plurality of pistonsmounted on a piston rod rotor, where the arrangements of the pistons andcylinders are complementary and each piston is paired with one of thecylinders. The cylinder rotor and the piston rod rotor may be positionedat an oblique angle relative to one another, such that their centralaxes are located on the same plane, but the axes are not coaxiallyaligned and intersect on that plane. The relative angle between thecentral axes of the piston rotor and the cylinder rotor may be in arange of about 120° to about 160°. The piston rotor and the cylinderrotor are operable to rotate at the same rotation speed in coordinatedfashion such that the pistons and cylinders remain paired and alignedalong one plane (e.g., a vertical plane). This angle results in thepiston of each pair moving in and out of the cylinder as the pistonrotor and the cylinder rotor rotate in synchrony. Thus, as the cylinderrotor and piston rotor rotate, the pistons orbit about the rotation axisof the piston rotor at angle such that the distance from the piston tothe cylinder rotor is greatest at the bottom position of the rotationalpath of the piston rotor and the distance from the cylinder rotor isleast at the top of the rotational path of the piston rotor. As aresult, the free volume of the corresponding cylinder is greatest at thebottom of the rotational path and smallest at the top of the rotationalpath. Due to the relative angle of the piston and cylinder rotors, eachpiston and cylinder combination undergoes one stroke for every 180rotation of the piston and cylinder rotors. Thus, compression andexpansion of gases in the cylinders can take place with a continuousmotion of both the cylinder rotors and the piston rotor to eliminate theloss of efficiency of a conventional engine.

The engine of the present invention may operate as a four-strokeinternal combustion engine. The combustion cycle of the engine may be asfollows:

-   -   Intake stroke: an empty piston and cylinder combination        traveling 180° from the top position of the rotational path        (e.g., top dead center) to the bottom position (e.g., bottom        dead center) may undergo the intake stroke as the volume in the        cylinder goes from its smallest to largest condition without        exhaust gas in the cylinder, thereby creating a vacuum in the        cylinder to draw in a fuel (e.g., an air-fuel mixture, a natural        gas fuel, etc.).    -   Compression stroke: the piston and cylinder combination filled        with fuel traveling 180° from the bottom position of the        rotational path to the top position may undergo the compression        stroke as the fuel in the cylinder is compressed as the volume        in the cylinder goes from its largest to smallest condition        thereby compressing the fuel to a high pressure condition.    -   Power stroke: a spark plug or other ignition source delivers a        spark into the cylinder filled with highly compressed fuel as        the piston and cylinder combination are present at the top        position of the rotational path. The spark ignites the        compressed fuel resulting in an explosive force that propels the        piston head toward the distal end of the cylinder. The power        stroke is the force driving the rotation of the engine and        occupies a 180° rotation of the cylinder and piston rotors,        placing them at the bottom position of the rotational path.    -   Exhaust stroke: the piston and cylinder combination filled with        exhaust gas traveling 180° from the bottom position of the        rotational path to the top position may undergo the exhaust        stroke as the exhaust gas in the cylinder is pushed of the        cylinder as the exhaust valve is opened and the volume in the        cylinder goes from its largest to smallest condition thereby        pushing the exhaust gas out of the cylinder by increasing the        pressure on the exhaust gas.

The rotation of the cylinder rotor may drive a power shaft that providespower to a transmission for use in powering a motor vehicle, a pump, agenerator, or other system that can be driven by a shaft. The rotationaloperation of the engine provides a more efficient utilization of thepower stroke of the engine, creating rotational momentum in the absenceof the series of joints, as found between the piston and camshaft of aconventional four-stroke engine, to transmit the energy from the powerstroke to a power shaft. The presently disclosed rotary engineeliminates substantial amounts of wasted vibrational and frictionalenergy loss that is typical of the reciprocating action of conventionalinternal combustion engines. In some embodiments, the rotation of thepiston rotor may drive a power shaft that provides power to atransmission for use in powering a motor vehicle, a pump a generator, orother system that can be driven by a shaft.

The cylinder and piston rotors may be plate structures that arepositioned at an oblique angle relative to one another (e.g., in a rangeof about 120° to about 160°) with their respective pistons and cylindersextending orthogonally or substantially orthogonally from the rotors andmeeting at a central plane (e.g., a vertical plane) that may be apre-determined distance between the cylinder and piston rotors. In anexemplary embodiment, the central plane may be equidistant from thepiston rotor and the cylinder rotor. In some embodiments, the angle ofthe cylinder and piston rotors may be the same relative to the centralplane. In other embodiments, the respective angles of the cylinder andpiston rotors may be different, but may not vary from each other by morethan about 5°. The angled arrangement of the cylinder and piston rotorscreates an oscillating distance between corresponding piston heads andcylinders as the cylinder and piston rotors synchronously rotate. At topdead center (e.g., at the top rotational path), the cylinder rotor andthe piston rotor are in their closest proximity and the piston head isfully inserted into the corresponding cylinder. As the paired cylinderand piston rotate away from top dead center, they progressively moveapart until they reach the bottom dead center position (e.g., at thebottom of the rotational path) 180° from top dead center. Then as thepaired cylinder and piston rotate back toward the top of the rotationalpath, the piston and cylinder progressively move together.

In some embodiments, where the piston rotor may drive a power shaft, theshaft may be axially secured to the center of the piston rotorequidistantly from each of the rod joints and may extend through therotor. The shaft may have a proximal end having a CV joint that maysecure to the paired cylinder plate and the distal end may provide asplined shaft for attaching to a power transmission. The CV jointattachment may function to provide support to the shaft such that theshaft does not behave like a cantilever and prevent failure from axialstress at the mounting location. In some examples, the CV joint may befixed to the central axis of the cylinder rotor at an equidistancebetween the cylinders.

The cylinders may be fixedly connected to the cylinder rotor in anorthogonal or substantially orthogonal orientation. The cylinders may bepositioned in various arrangements, which correspond to the arrangementof the piston rods on the piston rotor. For example, and withoutlimitation, the cylinders may include three cylinders in a triangularpattern, four cylinders in a square pattern, five cylindersequidistantly arranged around the perimeter of the cylinder rotor, sixcylinders arranged equidistantly around the perimeter of the cylinderrotor, and other arrangements. The piston rods may be arranged in acorresponding pattern on the piston rotor. The piston rotor may havepiston rods connected thereto in various arrangements but corresponds tothe arrangement of cylinders on the cylinder rotor. For example, withoutlimitation, the piston rods may include three rods in a triangularpattern, four rods in a square pattern, five rods equidistantly arrangedaround the perimeter of the piston rotor, six rods arrangedequidistantly around the perimeter of the piston rotor, and otherarrangements. With a greater number of piston and piston chambercombinations, more power can be provided by the engine and also moreconstant power such that the engine does not rely on momentum in betweenpower strokes of the pistons.

The piston heads may be connected to the piston rod by movable joints.To accommodate the angled arrangement of the piston rotor and thecylinder rotor, the piston heads may be connected to the rods by amovable joint, such as a ball joint to allow 360° rotation with twodegrees of freedom relative to the ball joint. The angling of the pistonrod relative to the cylinder axis may be limited to about 30° or lesswithin a limited angle range relative to the central axis of thecorresponding cylinder (e.g., within a cone having an apex angle of 30°or less), allowing limited movement to accommodate the geometry of thepiston cylinder. Other similar mechanical connections between the pistonhead and piston rod are contemplated within the scope of the presentinvention as well. The moveable joint may allow for the piston heads toreciprocate in and out of the cylinder with sufficient clearancesbetween the piston rods and the walls of the cylinders withoutinterference or seizing.

The piston rods may be connected to the piston rotor by either fixedconnection or movable joints. The angled arrangement of the piston rotorand the cylinder rotor and the joints between the piston rods and pistonheads may allow for the pistons to be fixed to the piston rotor in anorthogonal manner, with sufficient clearances between the piston rodsand the walls of the cylinders without interference or seizing. In otherexamples, and without limitation, the piston rods may be connected by amovable joint. In one example, the piston rod may be connected to therod rotor by a pivoting joint with one degree of freedom (e.g., a hingejoint), which may allow for some limited shifting of the piston rod(e.g., inward and outward relative to the center of the piston rotor) toaccommodate the geometry of the corresponding piston chamber. Thisallows the piston rotor to rotate in unison with the cylinder rotor. Inother embodiments, other joints such as a ball joint or a universaljoint may be used in combination with extending the piston shaft and thecylinder into the center between both rotors and adding a universaljoint at the angle where both shafts meet. This arrangement providesboth rotors to turn in unison.

In another example, the piston rods may each be connected to the pistonrotor by a ball joint to allow 360° rotation in two degrees of freedomrelative to the ball joint. The angling of the piston rod relative tothe piston rotor may be limited to about 10° or less within a limitedangle range (e.g., within a cone having an apex angle of 10° or less),allowing limited movement to aid in accommodating the geometry of thepiston chamber. Other similar mechanical connections between the pistonrod and the piston rotor are contemplated within the scope of thepresent invention as well.

The cylinder rotor may be in mechanical connection with a power shaftthat translates the rotation of the cylinder rotor to a transmissionsystem to utilize the power generated by the engine. The power shaft maybe fixedly connected to the cylinder rotor such that the shaft rotatesat the same rotational velocity as the cylinder rotor. The intake andexhaust systems may also be positioned on the cylinder rotor such thatthey rotate with the cylinder rotor as well. The cylinder rotor mayinclude a port for the intake of an air-fuel mixture during the intakestroke and an exhaust port to expel the combustion exhaust gas duringthe exhaust stroke. Each cylinder may have at least one intake port andat least one exhaust port in the cylinder rotor at the top of thecylinder.

In some embodiments, the piston rotor may be in mechanical connectionwith a power shaft that translates the rotation of the piston rotor to atransmission system. The power shaft may have two ends, a proximal and adistal end, both having splined end points. The power shaft may befixedly connected to the piston rotor at some distance between theproximal and distal end points. The cylinder plate may have a CV jointand outer race operable to receive and stabilize the power shaft'ssplined proximal end. The CV joint may enable the shaft to rotate withlimited friction and may act as a slipping support (e.g., bearing), andthe outer race may seal the CV joint. The CV joint may have a splinedcylinder complimentary to the power shaft proximal end. The distal endof the power shaft may be operable to receive a transmission system andtransfer the rotation of the piston rotor to enable the transfer ofpower into mechanical work.

The intake system may include an intake manifold for delivering the fuel(e.g., an air fuel mixture) to the intake valve associated with eachcylinder. The intake manifold may take the form of a tubular ringchamber positioned at a predetermined radius relative to the power shaftand may be in alignment with the intake ports and valves for thecylinders. The ring chamber may have a substantially circularcross-section. In some embodiments (e.g., embodiments in whichconventional gasoline is used as the fuel), the ring chamber may includea receiving channel along its entire length on an opposite side thereoffrom the cylinder rotor. The receiving channel may be configured toreceive a throttle ring having a complementary shape to that of thereceiving channel such that the throttle ring can be adjustably nestedwithin the receiving channel. An adjustable gap may be present betweenthe throttle ring and the receiving channel for allowing air to flowinto the ring chamber to provide the air in the air-fuel mixture. Thethrottle control of the engine may adjust the proximity of the throttlering in order to adjust the choke of the engine. The air may be providedby an air conduit into the area of the intake system. The throttle ringmay be in a static position relative to the cylinder rotor, with a gapbetween the receiving channel and the throttle ring allowing for therotation of the ring chamber, while the throttle ring remains static. Inother embodiments, the engine can be used with other types of fuel, suchas alcohol, methane, propane, other natural gas-based fuels, diesel,hydrogen, and other appropriate fuels. Adjustments to the fuel deliverysystem may be made for such fuels.

In some embodiments, a series of intake runners may be attached to thethrottle rings chamber. There may be an independent intake runner thatcorresponds to each cylinder in the engine. The intake runners enablethe intake manifold to have a placement above the system's valve trainaway from the combustion chamber. The intake runners may have a catchwithin the intake manifold to catch the combustible fuel and airmixture. The catch may be ported to provide a fluid transfer of fuel.The intake runner may deliver fuel to the head of the correspondingcylinder.

The throttle ring may be attached to the motor frame via biasedconnections that bias the throttle ring toward the closed position. Forexample, the throttle ring may be connected to the motor frame via studsand biasing springs biasing the throttle ring toward the closedposition. The studs may include stops that prevent the throttle ringfrom contacting the receiving channel of the ring chamber, preventingfull choke and seizing between the throttle ring and the ring chamber.The engine may have a throttle control in mechanical connection with thethrottle ring, allowing an operator to adjust the proximity of thethrottle ring to the ring chamber, and thereby adjust the choke of theengine.

In some embodiments, the throttle ring may attach to the motor frame viaa series of roller pins positioned orthogonally to the throttle ring'stop surface. The pins may attach to the motor frame with a cammed collarthat is concentrically fixed to the frame. The cammed collar may have aplurality of slots complementary to each roller pin. Each of the slotsmay be equidistantly positioned around the collar and provide a path forthe pins to follow. In some embodiments, the slots may provide asubstantially oscillating, curved, or helical path. When the throttlingring is actuated, the pins may guide the throttle ring along the slotpath (e.g., a curved path), thereby translating and rotating thethrottle plate around the cammed collar. For example, the roller pinsmay slide up the cammed collar slot path and adjust the throttle ring toa specific position corresponding to the engine's rotational speed andthe air-fuel ratio necessary for combustion. The ideal air-fuel ratio(e.g., stoichiometric air fuel ratio) may vary depending on the type offuel used for combustion, for example, an ideal air-fuel ratio forMethanol 6.47:1, Ethanol 9:1, Diesel 14.5:1, Gasoline 14.7:1, Propane15.67:1, Hydrogen 34.3:1, other fuels may be adapted for the engine andwill have a specific air fuel ratio dependent on the combustion processof the fuel. Although the ideal air-fuel ratio of gasoline is 14.7:1,the air-fuel ratio provided to the combustion chamber may be rich (e.g.,higher 13.7:1) or lean (e.g., lower 16.5:1). The air-fuel ratio providedto the combustion chamber may be a function of the throttle ringsspecific position, the engine's rotational speed, and the air qualityprovided to the combustion chamber. A throttle control mechanism may bea throttle cable and pulley system that allows an operator to adjust thethrottle ring's actuation to a specific position. A pulley and cablesystem may have a pulley tensioner to adjust the throttle ring and ringchamber, thereby adjusting the engine's choke. In some embodiments, anelectrical actuation of the system may be utilized. The intake and airfuel ratio may be regulated by various sensors such as an oxygen sensor(e.g., O₂ sensor), electronic fuel injection (e.g., E.F.I.), and highenergy ignition system (e.g. H.E.I.). In some embodiments, a slipringmay be incorporated at some location on the cylinder rotor to preventtangling of electrical wiring.

A fuel injector may be connected to the throttle ring for passing fuelinto the ring chamber. The fuel injector may be positioned over thepoint at which the intake valve is opened during the intake stroke, andthe intake port is exposed, allowing the passage of the fuel (e.g., anair-fuel mixture) through the intake port. The fuel injector may betimed to spray fuel into the ring chamber as the intake valve opens,allowing fuel (e.g., the air-fuel mixture) through the intake port andinto the open cylinder.

In some embodiments, there may be a plurality of fuel injectors on thethrottle ring to provide suitable fuel to the system. The array of fuelinjectors may be fired simultaneously or independently depending on thespeed or air-fuel ratio requirements for efficient combustion. Forexample, three fuel injectors may be secured to the throttle ring andpositioned to align with the intake runner catch during the intakestroke. For example, only one injector may be enabled at low speedswhere less fuel is required, and at higher speeds, the additionalinjectors may be activated to provide additional fuel. In anotherembodiment, the fuel injectors may be positioned on the intake runnersand may be timed to fired when the intake stroke begins for the cylindercorresponding to the intake runner. In another embodiment, the injectorsmay be positioned on the throttle ring such that when the throttle isincreased, the injectors are positioned directly above the intakerunners when activated.

Air may be introduced into the intake system through the gap between thethrottle ring and the ring chamber via passages in the engine housingaround the intake system. The passages may be located in the enginehousing peripherally to the side of the cylinder rotor that faces awayfrom the central plane where the pistons and cylinders meet. Thepassages may circulate cooling air drawn into the engine housing. Forexample, and without limitation, the air may be drawn into passages onthe housing that are positioned axially around the cylinder block anddischarged through radially positioned apertures around the housing. Insome embodiments, the passages may have fins forming slots are formed inthe passages to impart rotation and/or direct flow of the air.

An intake valve may control the passage of the air-fuel mixture throughthe intake port into the corresponding cylinder during the intakestroke. In some embodiments, the intake valve may be operated and openedby negative pressure during the intake stroke, and the intake valve mayremain closed during the other stages of the combustion cycle. In someembodiments, the low pressure generated in the cylinder during theintake stroke may be sufficient to open an intake valve for the cylinderto allow the entry of the fuel. The intake valve may include a seatedstructure in the intake port that is held in the seated position by abiasing device, such as a spring that biases the structure to the closedposition. The force applied by the biasing device to the valve structuremay be overcome by the vacuum in the cylinder during the intake stroke.The valve structure may be a poppet valve structure with a correspondingspring. In some examples, the valve head may be nested in the intakeport, such that it does not interfere with other parts of the engine. Inother embodiments, each cylinder may have an intake valve actuated by amechanical timing mechanism operable to open the valve.

An exhaust valve may control the passage of the exhaust gas through theexhaust port into an exhaust conduit during the exhaust stroke. Theexhaust valve may be operated and opened by a cam system that is inmechanical connection with the rotating cylinder rotor, e.g., through agearing system that times the cam such that it opens the exhaust valveat the exhaust stroke for the corresponding cylinder. In someembodiments, the cam system may include gearing with a ratio that allowsit to spin at half of the rotational speed of the cylinder rotor. Insuch embodiments, the cam system may include a drum that rotates in thesame direction as the power shaft at one half the rotational speed ofthe cylinder rotor, and may turn freely with respect to the power shafton a bearing. In such embodiments, four cam lobes may protrude from thedrum to engage the valve push rods or other engagement structures of theexhaust valves of each of the paired pistons and cylinders. The cams maybe structured such that a cam opens the exhaust valve for a particularcylinder when the corresponding piston is at bottom dead center andkeeps the exhaust valve open until the corresponding piston reaches topdead center (e.g., the cam lobe may have a length of nearly about ¼ ofthe circumference of the drum). The cam drum may be rotated by a gearingsystem that accomplishes rotational speed at one half of the speed ofthe cylinder rotor. The combination of the about ¼ turn cam lobes andthe ½ ratio of cam drum rotation to cylinder rotor rotation allows forthe exhaust valve to be open for the most to about all of the exhauststroke, since the about ¼ turn length of the cam lobe engages theexhaust valve while the cylinder valve rotates 180°. The cam lobes maybe staggered along the axial dimension of the drum and the exhaust valvepush rods may be correspondingly staggered such that each cam lobe onlyengages with the exhaust valve of a particular cylinder, allowing theexhaust valves to remain closed during the other stages of thecombustion cycle.

Independent Cylinder Head and Valve Train

In some embodiments, there may be a valve train operable to actuate anintake valve for providing a passage of fuel and air to the combustionchamber and an exhaust valve in the head for providing passage to expelexhaust from the system. For each cylinder in the engine, a valvetrainmay include an independent camshaft, a timing shaft, and independentvalves for exhaust and intake. Each shaft may have a neutral axis at anorthogonal position about the cylinder rotor's central axis. Theindependent camshaft may have cam lobes in fluid connection with thesystem's valves (e.g., intake and exhaust). For each of the independentcamshafts, a cylinder head may include, intake and exhaust ports, avalve seat for both the exhaust and intake valves, a camshaft cap, andsupports operable to secure the camshaft and timing shaft. The cylinderhead may concentrically seal the combustion chamber and attach to thecylinder rotor at cylinder head locations corresponding to the number ofpistons in the engine. Bearings attach concentrically to shaft supportsand are operable to facilitate camshaft and timing shaft rotation. Inmanufacturing, a bearing of various types may be used, but a ceramicthrust bearing may be ideal due to centrifugal forces from the rotationof the system. The cylinder head may have two camshaft supports, oneaxial support adjacent to the rotor's circumference with suitableclearance, and one simple support adjacent to the cylinder head andnearest to the central axis of the cylinder rotor. The timing shaft maybe axially supported to the camshaft cap and parallel to the camshaft'ssimple support and have a distance suitable for clearance of shaftcomponents.

The valve train may be timed from a plurality of meshed gears secured tothe exhaust shaft and rotated by the cylinder rotor's rotation. Acontrol gear may have a series of gear teeth (e.g., beveled teeth) andmay be fixed to the frame, providing a stationary guide for the timingof each of the gears in the cam valve train. A timing shaft may have afan gear (e.g., timing gear) operable to mesh with the control gear, andmay have a spur gear (e.g., reduction gear) immediately adjacent to thefan gear on the same shaft. The fan gear may be operable to reduce therotation rate of the timing gear. The fan gear may mesh with a camshaftgear that is axially secured to the shaft's simple support. The camshaftmay have two cam lobes, one for an exhaust valve and another for anintake valve.

The cam lobes may be of the form-closed type, where the cam provides agroove (e.g., track) operable to receive a roller (e.g., bearing pin)orthogonally affixed to a follower; this cam-type may provide a functionto both push and pull the follower for translation in the cycle. Thefollower may be a valve slider connected (e.g., welded, threaded, etc.)to a valve lash compensator, and the valve lash compensator may connectthe intake valve. The valve lash compensator may have threading toreceive the valve slider and may have a disk spring therebetween that issecured with a retention ring to a proximal end of the compensator. Onthe compensator's distal end, an additional disc spring is securedwithin a coupler. The exterior of the coupler may have threadingoperable to receive and secure a valve stem. This system may not requirea spring to return the valve to the closed position. In some examples,the valve structure may be a poppet valve structure with a valve stemand disk structure that may seat with the cylinder's head. The cylindermay have a bore sized to receive a valve guide and secure the valvestem. During engine operation, the cylinder rotor may rotate around theexhaust shaft, and each of the timing gears may rotate around thecontrol gear. The timing gear's rotation reduces between the reductiongear and the cam gear such that for every two rotations of the cylinderhead, one full cycle of the valve train is completed to correspond witha four-stroke engine cycle.

The cylinders heads may have an intake port position centrally within anintake flange operable to receive the intake runner. The intake flangeposition may be on the side wall of the cylinder head, having a centralplane tangent to the central axis of the cylinder rotor, and the intakeport central axis may have an oblique conduit angle with respect to thecylinder rotor's plate. The exhaust port may be positioned in thecylinder head and may have an exhaust flange operable to receive anexhaust manifold (e.g., tube). The exhaust flange position may beorthogonal to both the central axis of the rotor and the central axis ofthe cylinder head. The exhaust manifold may have a flange on one endthat may be fastened to the exhaust flange and may seal to the cylinderrotor shaft with an expandable gasket. In some embodiments, a cylinderhead's proximal surface between the intake ports and valve train mayreceive oil from an oil basin separator that is operable to provide oilsand lubricants to the gearing system and shafts.

An exhaust conduit may be connected to each of the cylinders for passingthe exhaust gas to an exhaust manifold that delivers the exhaust gasinto an exhaust collection pipe. In some embodiments, the exhaustmanifold may be incorporated into the power shaft, where each of theexhaust conduits routes from the exhaust port of the correspondingcylinder radially inward toward the power shaft. The exhaust conduitsmay connect with an exhaust manifold, which may be a cylindrical collararound the power shaft at or near the cylinder rotor. The exhaustconduits may connect with a port in the exhaust manifold in fluidconnection with an exhaust pipe that rotates with the power shaft. Insome embodiments, the exhaust pipe may be nested within the power shaft.

In some embodiments (e.g., where the cylinder rotors shaft does notprovide power to a transmission system), the exhaust tube may be nestedconcentrically in the shaft, and a cooling insert may be incorporatedbetween the exhaust tube and the shaft. The exhaust tube, shaft, andcooling insert may all have an exhaust conduit aligned with the exhaustmanifold seal. The cooling insert may include a cylinder having aninterior shell with channels for routing coolant through the shell toprevent heat transfer of the exhaust gases to the valve trainenvironment and intake manifold. The cooling insert may have a hotflange and cold flange operable to send and receive coolant from a pump.The exhaust tube, shaft, and cooling inserts may all have the samelength spanning from the combustion chamber exhaust port to the exhausttubes flange.

The engine may include a support shaft for the piston rotor, which maybe mounted to the engine block and allow the piston rotor to freely spinas the engine operates. In some embodiments, the piston rotor may beengaged with other elements of the engine or other systems (e.g., abattery charging system, fan systems, etc.) to utilize the energyprovided by the rotation of the piston rotor. For example, the pistonrotor may be connected to a rotating shaft that nests in the supportshaft and passes through the engine housing to the exterior of theengine housing to allow for direct or geared attachment to provide powerfor another system.

The engine may include an oil pump for providing lubrication to theengine. The oil pump may include a spraying mechanism that delivers oilinto the area of the pistons and cylinders to lubricate the structuresas they rotate. The spraying mechanism may provide a large volume of oilinto the area of the pistons and rotors. For example, and withoutlimitation, the oil pump may draw oil from a sump located at the centerof the engine housing and below the pistons and cylinders, and thespraying mechanism may be positioned to deliver oil upwards against acowling in the engine housing and into the area of the pistons andcylinders. The cowling may include grooves into which the oil isdelivered that allow for limited retention of the sprayed oil tofacilitate thermal transfer between the oil and the wall of the enginehousing. The cowling may comprise a highly conductive metal, such asaluminum, aluminum alloys, and other highly conductive materials. Tofurther facilitate thermal transfer, the engine housing may includecooling fins on the exterior thereof in close proximity to the cowlingto allow heat to radiate therefrom. The engine may also include a fansystem that provides air to the area of the cooling fins.

The paired rotor design of the present invention may be included inother types of devices and applied to other functions. For example, insome embodiments, the presently disclose rotor arrangement may beincorporated into a pumping system. Such a pumping system may use thereciprocal action of the pistons and cylinders to pressurize and pumpfluids (e.g., gases such as oxygen gas, hydrogen gas, etc., liquids suchas water, lubricants, effluent, etc.) into a system operable to utilizesuch fluids. Such a pumping system may include cylinder and pistonrotors positioned at an oblique angle relative to one another (e.g., ina range of about 120° to about 160°) with their respective pistons andcylinders extending orthogonally or substantially orthogonally from therotors and meeting at a central plane (e.g., a vertical plane) that maybe a pre-determined distance between the cylinder and piston rotors. Forexample, the central plane may be equidistant from the piston rotor andthe cylinder rotor. In some embodiments, the angle of the cylinder andpiston rotors may be the same relative to the central plane. In otherembodiments, the respective angles of the cylinder and piston rotors maybe different, but may not vary from each other by more than about 5°.The angled arrangement of the cylinder and piston rotors creates anoscillating distance between corresponding piston heads and cylinders asthe cylinder and piston rotors synchronously rotate. The cylinders maybe fixedly connected to the cylinder rotor in an orthogonal orsubstantially orthogonal orientation. The cylinders may be positioned invarious arrangements, which correspond to the arrangement of the pistonrods on the piston rotor. For example, and without limitation, thecylinders may include three cylinders in a triangular pattern, fourcylinders in a square pattern, five cylinders equidistantly arrangedaround the perimeter of the cylinder rotor, six cylinders arrangedequidistantly around the perimeter of the cylinder rotor, and otherarrangements. The piston rods may be arranged in a corresponding patternon the piston rotor. The piston rotor may have piston rods connectedthereto in various arrangements, but one that corresponds to thearrangement of cylinders on the cylinder rotor. For example, and withoutlimitation, the piston rods may include three rods in a triangularpattern, four rods in a square pattern, five rods equidistantly arrangedaround the perimeter of the piston rotor, six rods arrangedequidistantly around the perimeter of the piston rotor, and otherarrangements. With a greater number of piston and piston chambercombinations the more fluid can be provided by the pumping system perrotation of the rotors.

The firing order of the pistons in the present engine may be staggeredin a circular order, the firing order refers to the detonation point ofan air fuel mixture inside the combustion chamber. In some embodiments,for example, a four piston-cylinder rotary engine may position thepiston and combustion chambers equidistantly around the central axis ofthe cylinder plate where the first (1) piston-cylinder is at a 0°, asecond (2) piston-cylinder is at 90°, a third (3) piston-cylinder is at180°, and a fourth (4) piston-cylinder is at 270°. In such embodiments,the firing order of the four piston-cylinder rotary arrangement isstaggered such that the first (1), third (3), second (2), fourth (4) andthe cycle repeats starting with the first followed by the third,followed by the second, followed by the fourth. In some embodiments, afive piston-cylinder rotary engine may have a first (1) piston andcombustion chamber at 0°, a second (2) at 72°, a third (3) at 144°, afourth (4) at 216°, and a fifth (5) at 288°. In such embodiments, thefiring order of the piston and combustion chambers is(1)-(3)-(5)-(2)-(4) and the cycle repeats starting at the first pistonand combustion chamber.

As discussed with respect to other embodiments, the piston heads may beconnected to the piston rod by movable joints. To accommodate the angledarrangement of the piston rotor and the cylinder rotor, the piston headsmay be connected to the rods by a movable joint, such as a ball joint toallow 360° rotation with two degrees of freedom relative to the balljoint. The angling of the piston rod relative to the cylinder axis maybe limited to about 30° or less within a limited angle range relative tothe central axis of the corresponding cylinder (e.g., within a conehaving an apex angle of 30° or less), allowing limited movement toaccommodate the geometry of the piston cylinder. Other similarmechanical connections between the piston head and piston rod arecontemplated within the scope of the present invention as well. Themoveable joint may allow for the piston heads to reciprocate in and outof the cylinder with sufficient clearances between the piston rods andthe walls of the cylinders without interference or seizing. The pistonrods may be connected to the piston rotor by either fixed connection ormovable joints, as discussed herein. The angled arrangement of thepiston rotor and the cylinder rotor and the joints between the pistonrods and piston heads may allow for the pistons to be fixed to thepiston rotor in an orthogonal manner, with sufficient clearances betweenthe piston rods and the walls of the cylinders without interference orseizing. In other examples, and without limitation, the piston rods maybe connected by a movable joint. In one example, the piston rod may beconnected to the rod rotor by a pivoting joint with one degree offreedom (e.g., a hinge joint), which may allow for some limited shiftingof the piston rod (e.g., inward and outward relative to the center ofthe piston rotor) to accommodate the geometry of the correspondingpiston chamber. This allows the piston rotor to rotate in unison withthe cylinder rotor. In other embodiments, other joints such as a balljoint or a universal joint may be used in combination with extending thepiston shaft and the cylinder into the center between both rotors andadding a universal joint at the angle where both shafts meet. Thisarrangement will also allow both rotors to turn in unison.

In another example, the piston rods may each be connected to the pistonrotor by a ball joint to allow 360° rotation with two degrees of freedomrelative to the ball joint. The angling of the piston rod relative tothe piston rotor may be limited to about 10° or less within a limitedangle range (e.g., within a cone having an apex angle of 10° or less)allowing limited movement to aid in accommodating the geometry of thepiston chamber. Other similar mechanical connections between the pistonrod and the piston rotor are contemplated within the scope of thepresent invention as well.

The cylinder rotor may be in mechanical connection with a drive shaftthat rotates either the piston rotor or cylinder rotor to drive therotation and reciprocal motion of the pistons and cylinders to therebypump fluid from the cylinders into an exit (exhaust) conduit to deliverthe fluid to a system that utilizes the fluid. The drive shaft may befixedly connected to the rotor such that they rotate together at thesame rotational velocity. The cylinder rotor may include exit (exhaust)ports to expel the fluid into the exit conduits. Each cylinder may haveat least one exit port in the cylinder rotor (e.g., at the top of thecylinder).

The apparatus may also include an intake system delivering fluid intothe chambers. The intake system may include intake ports or valves forintake of the fluid into the chambers. The intake system may alsoinclude an intake manifold for delivering the fluid to an intake valveor port associated with each cylinder. The intake manifold may take theform of a tubular ring chamber positioned at a predetermined radiusrelative to the drive shaft and may be in alignment with the intakeports and valves for the cylinders. Both the intake and exhaust systemsmay also be positioned on the cylinder rotor such that they rotate withthe cylinder rotor.

In some embodiments, the apparatus may include exit (exhaust) valves tocontrol the passage of the fluid through the exit port into an exit(exhaust) conduit. The exit valve may be operated and opened by a camsystem that is in mechanical connection with the rotating cylinderrotor, e.g., through a gearing system that times the cam such that itopens the exit valve when the piston head is fully or substantiallyfully inserted into the cylinder. In such embodiments, the cam systemmay include a drum that rotates in the same direction as the drive shaft(e.g., at the same rotational speed as the cylinder rotor), and may turnfreely with respect to the drive shaft on a bearing. In suchembodiments, four cam lobes may protrude from the drum to engage thevalve push rods or other engagement structures of the exit valves ofeach of the paired pistons and cylinders. The cams may be structuredsuch that a cam opens the exit valve for a particular cylinder when thecorresponding piston is at bottom dead center and keeps the exit valveopen until the corresponding piston reaches top dead center (e.g., thecam lobe may have a length of nearly about ¼ of the circumference of thedrum). The cam drum may be rotated by a gearing system that accomplishesrotational speed that is one half of the speed of the cylinder rotor.The cam lobes may be staggered along the axial dimension of the drum andthe exit valve push rods may be correspondingly staggered such that eachcam lobe only engages with the exit valve of a particular cylinder,allowing the exit valves to remain closed during the other stages of thecombustion cycle.

An exit conduit may be connected to each of the cylinders for passingthe exit gas to an exhaust manifold that delivers the fluid into a fluidcollection pipe. In some embodiments, the exhaust manifold may beincorporated into the drive shaft, where each of the exit conduitsroutes from the exit port of the corresponding cylinder radially inwardtoward the drive shaft. The exit conduits may connect with an exhaustmanifold, which may be a cylindrical collar around the drive shaft at ornear the cylinder rotor. The exit conduits may connect with a port inthe exhaust manifold that is in fluid connection with an exit pipe thatrotates with the drive shaft. In some embodiments, the exit pipe may benested within the drive shaft.

It is an object of the invention to provide a rotary engine design thatincreases the efficiency of combustion engines. It is a further objectof the present invention to provide apparatuses having pairs of rotatingangled pistons and cylinders to create reciprocal motion that can beused in internal combustion engines, pumps, and other applications.Additional aspects and objects of the invention will be apparent fromthe detailed descriptions and the claims herein.

In one aspect, the present invention relates to a rotary engine,comprising a piston rotor having a plurality of pistons thereon andpositioned on a first rotational axis; a cylinder rotor having aplurality of cylinders thereon and positioned on a second rotationalaxis; and a power shaft for transmitting rotational motion from one ofthe piston rotor and cylinder rotor to a transmission system forproviding mechanical power to another system, where the first rotationalaxis and the second rotational axis are oblique relative to one another,and each of the plurality of pistons is nested in one of the pluralityof cylinders and the rotation of the piston rotor and the cylinder rotoris driven by combustion of a fuel in the cylinders. The first and secondrotational axes may be positioned on a same plane. The angle between thefirst rotational axis and the second rotational axis may be in a rangeof about 120° to about 160°. The pistons may each include a piston headconnected to a piston rod by a movable joint. The movable joint may be aball joint. The piston rod may be connected to the piston rotor by amovable joint. The piston rod may be fixedly attached to the pistonrotor. The piston rod may be substantially orthogonal to the surface ofthe piston rotor. Due to the angle of the relative angle of the pistonrotor and the cylinder rotor, synchronous rotation of the piston rotorand the cylinder rotor may result in a reciprocating motion of eachpiston within the corresponding cylinder, where the piston head of eachpiston penetrates furthest into the corresponding cylinder at a proximalpoint in its rotational path that is nearest to the cylinder rotor andthe piston is at its most retracted point in the corresponding cylinderat a distal point in its rotational path that is furthest from thecylinder rotor. The combustion may occur at or near the proximal point.The piston head may be at top dead center at the proximal point. Theintake may occur at or near the distal point. The piston head may be atbottom dead center at the distal point. The engine may be a four-strokeengine and the combustion cycle may be completed in two full rotationsof the piston rotor and the cylinder rotor. Each stroke of thecombustion cycle may occur over a 180° turn of the piston rotor andcylinder rotor.

The engine may further include a fuel intake system comprising an intakemanifold and a throttle mechanism. The intake manifold may include atube that is connected to the cylinder rotor and rotates with thecylinder rotor. The tube may have a substantially circular cross-sectionand has a ring shape that is concentric with the cylinder rotor andincludes fuel delivery passages that are in fluid communication witheach of the plurality of cylinders in the cylinder rotor. The tube mayinclude a channel that runs the entire length of the tube on the side ofthe tube opposite from the cylinder rotor. The engine may furtherinclude a throttle system that includes a throttle ring having across-sectional shape that is complementary to the channel in the tube,and a throttle control that is operable to move the throttle ring in andout of the channel to adjust the amount of allowed to flow into thetube. The engine may further include a fuel injector for injecting fuelinto the tube, wherein the fuel injector is connected to the throttlering and is positioned to inject fuel directly into the tube. Thethrottle ring and the fuel injector are stationary with respect to thecylinder rotor and the tube. Each of the plurality of cylinders mayinclude an intake valve in fluid communication with the tube, and isopened by the vacuum created by an intake stroke of a correspondingpiston.

The engine may further include an exhaust system comprising an exhaustmanifold and an exhaust valve timing mechanism. Each of the plurality ofcylinders includes an exhaust valve in fluid communication with thecylinder an exhaust conduit, wherein the exhaust conduit is in fluidcommunication with the exhaust manifold. The exhaust manifold may bemounted on the power shaft and rotates with the power shaft. The exhaustconduits may be connected to the cylinder rotor and rotate with thecylinder rotor. The exhaust conduits may connect ports in the exhaustmanifold that are in fluid communication with an exhaust pipe thatroutes exhaust out of the engine. The exhaust pipe may rotate with thepower shaft. The exhaust pipe may be nested in the power shaft. Theexhaust valve timing system may include a cam drum that rotatesindependently of the power shaft. The cam drum may be in directmechanical communication with the cylinder rotor via a gearing systemthat rotates the cam drum at a pre-determined speed relative to thecylinder rotor. The cam drum may include at least one cam for actuatingthe exhaust valve of each of the plurality of cylinders, wherein the atleast one cam actuates the exhaust valve of each of the plurality ofcylinders during exhaust stroke.

In a second aspect, the present invention relates to a rotary engine,comprising a piston rotor having a plurality of pistons thereon andpositioned on a first rotational axis; and a cylinder rotor having aplurality of cylinders thereon and positioned on a second rotationalaxis, wherein the first rotational axis and the second rotational axisare oblique relative to one another, and each of the plurality ofpistons is nested in one of the plurality of cylinders and the rotationof the piston rotor and the cylinder rotor is driven by combustion of afuel in the cylinders. The engine may further include a power shaft fortransmitting rotational motion from one of the piston rotor and cylinderrotor to a transmission system for providing mechanical power to anothersystem. The first and second rotational axes may be positioned on thesame plane. The angle between the first rotational axis and the secondrotational axis may be in a range of about 120° to about 160°. Thepistons may each include a piston head connected to a piston rod by amovable joint. The movable joint may be a ball joint. The piston rod maybe connected to the piston rotor by a movable joint. The piston rod maybe fixedly attached to the piston rotor. The piston rod may besubstantially orthogonal to the surface of the piston rotor. Due to theangle of the relative angle of the piston rotor and the cylinder rotor,synchronous rotation of the piston rotor and the cylinder rotor mayresult in a reciprocating motion of each piston within the correspondingcylinder, where the piston head of each piston penetrates furthest intothe corresponding cylinder at a proximal point in its rotational paththat is nearest to the cylinder rotor and the piston is at its mostretracted point in the corresponding cylinder at a distal point in itsrotational path that is furthest from the cylinder rotor. The combustionmay occur at or near the proximal point. The piston head may be at topdead center at the proximal point. The intake may occur at or near thedistal point. The piston head may be at bottom dead center at the distalpoint. The engine may be a four-stroke engine, and the combustion cyclemay be completed in two full rotations of the piston rotor and thecylinder rotor. Each stroke of the combustion cycle may occur over a180° turn of the piston rotor and cylinder rotor.

The engine may further include a fuel intake system comprising an intakemanifold and a throttle mechanism. The intake manifold may include atube that is connected to the cylinder rotor and rotates with thecylinder rotor. The tube may have a substantially circular cross-sectionand has a ring shape that is concentric with the cylinder rotor andincludes fuel delivery passages in fluid communication with each of theplurality of cylinders in the cylinder rotor. The tube may include achannel that runs the entire length of the tube on the side of the tubeopposite from the cylinder rotor. The engine may further include athrottle system that includes a throttle ring having a cross-sectionalshape that is complementary to the channel in the tube and a throttlecontrol that is operable to move the throttle ring in and out of thechannel to adjust the amount of allowed to flow into the tube. Theengine may further include a fuel injector for injecting fuel into thetube, wherein the fuel injector is connected to the throttle ring and ispositioned to inject fuel directly into the tube. The throttle ring andthe fuel injector are stationary with respect to the cylinder rotor andthe tube. Each of the plurality of cylinders may include an intake valvein fluid communication with the tube, and is opened by the vacuumcreated by an intake stroke of a corresponding piston.

The engine may further include an exhaust system comprising an exhaustmanifold and an exhaust valve timing mechanism. Each of the plurality ofcylinders includes an exhaust valve in fluid communication with thecylinder an exhaust conduit, wherein the exhaust conduit is in fluidcommunication with the exhaust manifold. The exhaust manifold may bemounted on the power shaft and rotates with the power shaft. The exhaustconduits may be connected to the cylinder rotor and rotate with thecylinder rotor. The exhaust conduits may connect ports in the exhaustmanifold that are in fluid communication with an exhaust pipe thatroutes exhaust out of the engine. The exhaust pipe may rotate with thepower shaft. The exhaust pipe may be nested in the power shaft. Theexhaust valve timing system may include a cam drum that rotatesindependently of the power shaft. The cam drum may be in directmechanical communication with the cylinder rotor via a gearing systemthat rotates the cam drum at a pre-determined speed relative to thecylinder rotor. The cam drum may include at least one cam for actuatingthe exhaust valve of each of the plurality of cylinders, wherein the atleast one cam actuates the exhaust valve of each of the plurality ofcylinders during the exhaust stroke.

In a third aspect, the present invention relates to mechanical apparatuscomprising a piston rotor having a plurality of pistons thereon andpositioned on a first rotational axis; and a cylinder rotor having aplurality of cylinders thereon and positioned on a second rotationalaxis, wherein the first rotational axis and the second rotational axisare oblique relative to one another, and each of the plurality ofpistons is nested in one of the plurality of cylinders. The first andsecond rotational axes may be positioned on a same plane. The anglebetween the first rotational axis and the second rotational axis may bein a range of about 120° to about 160°. The pistons may each include apiston head connected to a piston rod by a movable joint. The movablejoint may be a ball joint. The piston rod may be connected to the pistonrotor by a movable joint. The piston rod may be fixedly attached to thepiston rotor. The piston rod may be substantially orthogonal to thesurface of the piston rotor. Due to the angle of the relative angle ofthe piston rotor and the cylinder rotor, synchronous rotation of thepiston rotor and the cylinder rotor results in a reciprocating motion ofeach piston within the corresponding cylinder, wherein the piston headof each piston penetrates furthest into the corresponding cylinder at aproximal point in its rotational path that is nearest to the cylinderrotor and the piston is at its most retracted point in correspondingcylinder at a distal point in its rotational path that is furthest fromthe cylinder rotor. The apparatus may further include a fluid intakesystem comprising an intake manifold. The apparatus may further includea fluid exhaust system comprising an exhaust manifold. Each of theplurality of cylinders may include an exhaust passage in fluidcommunication with an exhaust conduit, wherein the exhaust conduit is influid communication with the exhaust manifold. The exhaust conduits maybe connected to the cylinder rotor and rotate with the cylinder rotor.The exhaust conduits may connect ports in the exhaust manifold that arein fluid communication with a fluid exhaust conduit that routes fluidout of the apparatus.

In a fourth aspect, the present invention relates to a method ofgenerating propulsive force, comprising positioning a plurality ofpistons connected to a piston rotor positioned on a first rotationalaxis in a plurality of cylinders positioned on a cylinder rotorpositioned on a second rotational axis to form a plurality of pairedpistons and cylinders, wherein the first rotational axis and the secondrotational axis are oblique relative to one another; and combusting afuel in the paired pistons and cylinders in a sequential pattern todrive rotation of the piston rotor and the cylinder rotor, wherein therotation of one of the piston rotor and the cylinder rotor drivesrotation of a power shaft for transmitting rotational motion from one ofthe piston rotor and cylinder rotor to a transmission system forproviding mechanical power to another system. The first and secondrotational axes may be positioned on a same plane. The angle between thefirst rotational axis and the second rotational axis may be in a rangeof about 120° to about 160°. The pistons may each include a piston headconnected to a piston rod by a movable joint. The movable joint may be aball joint. The piston rod may be connected to the piston rotor by amovable joint. The piston rod may be fixedly attached to the pistonrotor. The piston rod may be substantially orthogonal to the surface ofthe piston rotor. Due to the angle of the relative angle of the pistonrotor and the cylinder rotor, synchronous rotation of the piston rotorand the cylinder rotor may result in a reciprocating motion of eachpiston within the corresponding cylinder, where the piston head of eachpiston penetrates furthest into the corresponding cylinder at a proximalpoint in its rotational path that is nearest to the cylinder rotor andthe piston is at its most retracted point in corresponding cylinder at adistal point in its rotational path that is furthest from the cylinderrotor. The combustion may occur at or near the proximal point. Thepiston head may be at top dead center at the proximal point. The intakemay occur at or near the distal point. The piston head may be at bottomdead center at the distal point. The engine may be a four-stroke engineand the combustion cycle may be completed in two full rotations of thepiston rotor and the cylinder rotor. Each stroke of the combustion cyclemay occur over a 180° turn of the piston rotor and cylinder rotor.

The engine may further include a fuel intake system comprising an intakemanifold and a throttle mechanism. The intake manifold may include atube that is connected to the cylinder rotor and rotates with thecylinder rotor. The tube may have a substantially circular cross-sectionand has a ring shape that is concentric with the cylinder rotor andincludes fuel delivery passages that are in fluid communication witheach of the plurality of cylinders in the cylinder rotor. The tube mayinclude a channel that runs the entire length of the tube on the side ofthe tube opposite from the cylinder rotor. The engine may furtherinclude a throttle system that includes throttle ring having across-sectional shape that is complementary to the channel in the tube,and a throttle control that is operable to move the throttle ring in andout of the channel to adjust the amount of allowed to flow into thetube. The engine may further include a fuel injector for injecting fuelinto the tube, wherein the fuel injector is connected to the throttlering and is positioned to inject fuel directly into the tube. Thethrottle ring and the fuel injector are stationary with respect to thecylinder rotor and the tube. Each of the plurality of cylinders mayinclude an intake valve in fluid communication with the tube, and isopened by the vacuum created by an intake stroke of a correspondingpiston.

The engine may further include an exhaust system comprising an exhaustmanifold and an exhaust valve timing mechanism. Each of the plurality ofcylinders includes an exhaust valve in fluid communication with thecylinder an exhaust conduit, wherein the exhaust conduit is in fluidcommunication with the exhaust manifold. The exhaust manifold may bemounted on the power shaft and rotates with the power shaft. The exhaustconduits may be connected to the cylinder rotor and rotate with thecylinder rotor. The exhaust conduits may connect ports in the exhaustmanifold that are in fluid communication with an exhaust pipe thatroutes exhaust out of the engine. The exhaust pipe may rotate with thepower shaft. The exhaust pipe may be nested in the power shaft. Theexhaust valve timing system may include a cam drum that rotatesindependently of the power shaft. The cam drum may be in directmechanical communication with the cylinder rotor via a gearing systemthat rotates the cam drum at a pre-determined speed relative to thecylinder rotor. The cam drum may include at least one cam for actuatingthe exhaust valve of each of the plurality of cylinders, wherein the atleast one cam actuates the exhaust valve of each of the plurality ofcylinders during exhaust stroke.

In a fifth aspect, the present invention relates to a method of fluidmovement, comprising positioning a plurality of pistons connected to apiston rotor positioned on a first rotational axis in a plurality ofcylinders positioned on a cylinder rotor positioned on a secondrotational axis to form a plurality of paired pistons and cylinders,wherein the first rotational axis and the second rotational axis areoblique relative to one another; and moving a fluid through the pairedpistons and cylinders in a sequential pattern, wherein the rotation ofone of the piston rotor and the cylinder rotor results in movement ofthe fluid from the cylinders into an exhaust system. The first andsecond rotational axes may be positioned on a same plane. The anglebetween the first rotational axis and the second rotational axis may bein a range of about 120° to about 160°. The pistons may each include apiston head connected to a piston rod by a movable joint. The movablejoint may be a ball joint. The piston rod may be connected to the pistonrotor by a movable joint. The piston rod may be fixedly attached to thepiston rotor. The piston rod may be substantially orthogonal to thesurface of the piston rotor. Due to the angle of the relative angle ofthe piston rotor and the cylinder rotor, synchronous rotation of thepiston rotor and the cylinder rotor may result in a reciprocating motionof each piston within the corresponding cylinder, wherein the pistonhead of each piston penetrates furthest into the corresponding cylinderat a proximal point in its rotational path that is nearest to thecylinder rotor and the piston is at its most retracted point incorresponding cylinder at a distal point in its rotational path that isfurthest from the cylinder rotor.

The paired pistons and rotors may be incorporated into an apparatus thatincludes a fluid intake system comprising an intake manifold. The intakemanifold includes a tube that may be connected to the cylinder rotor androtates with the cylinder rotor. The tube may have a substantiallycircular cross-section and has a ring shape that is concentric with thecylinder rotor and includes fluid delivery passages that are in fluidcommunication with each of the plurality of cylinders in the cylinderrotor. The paired pistons and rotors may be incorporated into anapparatus that includes an exhaust system comprising an exhaust manifoldand an exhaust valve timing mechanism. The plurality of cylinders mayinclude an exhaust valve in fluid communication with the cylinder anexhaust conduit, wherein the exhaust conduit is in fluid communicationwith the exhaust manifold. The exhaust conduits may be connected to thecylinder rotor and rotate with the cylinder rotor. The exhaust conduitsmay connect to ports in the exhaust manifold that are in fluidcommunication with an exhaust pipe that routes fluid out of theapparatus.

In a sixth aspect, the present invention relates to a rotary engine,comprising a piston rotor having a plurality of pistons thereon andpositioned on a first rotational axis; a cylinder rotor having aplurality of cylinders thereon and positioned on a second rotationalaxis; and a power shaft for transmitting rotational motion from one ofthe piston rotor and cylinder rotor to a transmission system forproviding mechanical power to another system, where the first rotationalaxis and the second rotational axis are oblique relative to one another,and each of the plurality of pistons is nested in one of the pluralityof cylinders and the rotation of the piston rotor and the cylinder rotoris driven by combustion of a fuel in the cylinders. The first and secondrotational axes may be positioned on the same plane. The angle betweenthe first rotation axis and the second rotational axis is in a range ofabout 120° to about 160°. The pistons may each include a piston headconnected to a piston rod by a movable rod. The piston rod may connectto the piston rotor by a movable joint. The piston rod may besubstantially orthogonal to the surface of the piston rotor. Due to theangle of the relative angle of the piston rotor and the cylinder rotor,synchronous rotation of the piston rotor and the cylinder rotor mayresult in a reciprocating motion of each piston within the correspondingcylinder; the piston head of each piston may penetrate furthest into thecorresponding cylinder at a proximal point in its rotational path thatmay be nearest to the cylinder rotor and the piston may be at its mostretracted point in the corresponding cylinder at a distal point in itsrotational path that may be furthest from the cylinder rotor, andcombustion may occur at or near the proximal point.

The engine of the present invention may include a plurality ofindependent cylinder heads positioned adjected to the cylinder rotor andconcentric to each of said plurality of cylinders wherein theindependent cylinder head includes a camshaft, an intake valve, anexhaust valve, an intake port for receiving an air fuel mixture, and anexhaust port for directing combustion products. The camshaft may have aneutral axis positioned orthogonal to the central axis of said cylinderrotor, an intake cam may be fixed to the camshaft and position adjacentto the central axis of said intake valve, and an exhaust cam that may befixed to the camshaft and position adjected to the central axis of theexhaust valve. Both the intake cam and exhaust cam may have an interiorgroove in fluid communication with a rotatable pin that may be securedto a valve retainer that may be perpendicularly positioned to a valvestems proximal point for each the intake valve and exhaust valve. Thecamshaft may be operable to translate the intake valve and exhaust valveto an open position and a closed position. The cam shaft may have a camgear in synchronism with a valvetrain comprising a control gear in meshwith a timing gear, of which may be secured to a timing shaft having areduction gear in mesh with the cam gear. The control gear may beconcentrically positioned about the cylinder rotors rotational axis andmay be fixed to a frame, and the timing shaft may be axially secured tothe cylinder head in an orthogonal fashion.

The engine of the present invention may include a fuel intake systemcomprising an intake manifold, and a throttle mechanism, where theintake manifold may include a tube that may connect to the cylinderrotor and rotate with the cylinder rotor. The tube may have asubstantially circular cross-section and may have a ring shape that isconcentric with the cylinder rotor, and includes an intake runner influid communication with each intake port o the plurality of cylinderhead in the cylinder rotor. Each of the plurality of cylinder head mayhave the intake valve in fluid communication with the intake port, andmay be opened by the intake cam and vacuum created by the intake strokeof the corresponding piston head.

The engine of the present invention may include an exhaust systemcomprising an exhaust manifold, an exhaust shaft, and a cooling insert,wherein said exhaust manifold is in fluid communication with saidexhaust port of said cylinder head and may be operable to directcombustion products from said cylinder upon translation of the exhaustvalve. The exhaust shaft may include an exhaust conduit aligned with theexhaust manifold and may be aligned with an exhaust conduit of saidcooling insert for routing the combustion products to the exhaust tube.The cooling insert includes a cold side in contact with the exhaustshaft, a hot side in contact with the exhaust tube, and a passageoperable to receive a thermal fluid operable to absorb heat and preventexcessive heat transfer to the exhaust shaft. The exhaust shaft may beconcentrically aligned with the rotational axis of the cylinder rotor,and may be fixed to the cylinder rotor. The piston rotor may include thepower shaft positioned concentrically to the piston rotors rotationalaxis. Finally, the engine of the present invention may include astability shaft fixed to the piston rotor and may be secured to amovable joint at the rotational axis of the cylinder rotor, where thestability shaft is operable to freely rotate and stabilize the pistonrotor.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of an engine according to an embodiment of thepresent invention.

FIG. 2 is a cross-sectional view of an engine according to an embodimentof the present invention.

FIG. 3 is a perspective view of component systems of an engine accordingto an embodiment of the present invention.

FIG. 4A is a cross-sectional view of component systems of an engineaccording to an embodiment of the present invention.

FIG. 4B is a cross-sectional view of component systems of an engineaccording to an embodiment of the present invention.

FIG. 5 is a plan view of component systems of an engine according to anembodiment of the present invention.

FIG. 6 is a cross-sectional view of component systems of an engineaccording to an embodiment of the present invention.

FIG. 7 is a side view of an engine according to an embodiment of thepresent invention.

FIG. 8 is a cross-sectional view of an engine according to an embodimentof the present invention.

FIG. 9 is a perspective view of component systems of an engine accordingto an embodiment of the present invention.

FIG. 10 is a distal bottom view of component systems of an engineaccording to an embodiment of the present invention.

FIG. 11 is a cross-sectional side view of component systems of an engineaccording to an embodiment of the present invention.

DETAILED DESCRIPTION

Reference will now be made in detail to certain embodiments of theinvention, examples of which are illustrated in the accompanyingdrawings. While the invention will be described in reference to thesefigures and certain implementations and examples of the embodiments, itwill be understood that such implementations and examples are notintended to limit the invention. To the contrary, the invention isintended to cover alternatives, modifications, and equivalents that areincluded within the spirit and scope of the invention as defined by theclaims. In the following disclosure, specific details are given toprovide a thorough understanding of the invention. References to variousfeatures of the “present invention” throughout this document do not meanthat all claimed embodiments or methods must include the referencedfeatures. It will be apparent to one skilled in the art that the presentinvention may be practiced without these specific details or features.

Reference will be made to the exemplary illustrations in theaccompanying drawings, and like reference characters may be used todesignate like or corresponding parts throughout the several views ofthe drawings. FIGS. 1-6 provide views of an exemplary embodiment of anovel internal combustion engine having a rotary piston and cylinderdesign.

The engine of the present invention provides a rotary cylinder andpiston system that drives a power shaft to transmit power to a powertransmission system for various uses, including powering an automobile,powering a generator, powering a pumping system, and other applications.The engine 100 may be enclosed in an engine housing 101, enclosing thecylinder and piston rotors, as well as other systems, such as the intakeand exhaust systems. A power shaft 102 may traverse the engine housing101 such that it may deliver power to a power transmission assembly (notshown), such as a vehicle transmission. An exhaust pipe 103 may benested within the power shaft and may allow for the removal ofcombustion exhaust from the engine housing and may be routed to aventing system. The exhaust pipe 103 may rotate with the power shaft andconnect with a stationary system in a downstream location. The powershaft 102 may be in mechanical connection with a cylinder rotor, suchthat the rotation of the cylinder rotor rotates the power shaft 102. Anidler shaft 105 may be present to connect to and hold a piston rotor inposition within the engine housing 101 to position the piston rotor inproper orientation relative to the cylinder rotor and allow for freerotation of the piston rotor. The engine 100 may also include an enginecooling system that includes an oil pump and delivery system that worksin coordination with cooling fins 155 operable to absorb thermal energyfrom the interior of the engine 100 and radiate it to the ambient air.

FIG. 2 provides a cross-sectional view of the engine 100 showing most ofthe major internal parts of the embodiment. The piston rotor 110 andcylinder rotor 120 are shown in profile positioned at an oblique anglerelative to one another within the engine housing 101. The rotors meetat a central plane (e.g., a vertical plane) that may be a pre-determineddistance between the cylinder rotor 120 and piston rotor 110. In theembodiment shown in the FIGS. 1-2 , the central plane may be equidistantfrom the piston rotor 110 and the cylinder rotor 120. The angles of thecylinder rotor 120 and piston rotor 110 may be the same relative to thecentral plane. The angled arrangement of the cylinder rotor 120 and thepiston rotor 110 creates an oscillating distance between correspondingpiston heads and cylinders as the cylinder and piston rotorssynchronously rotate. As shown in FIG. 2 , there are multiple pistons111 a and 111 b connected to the piston rotor 110. The pistons 111 a and111 b include piston heads 112 a and 112 b nested in cylinders 121 a and121 b. At the top of the rotational path of the pistons and cylinders,where piston head 111 a and cylinder 112 a are positioned in FIG. 2 ,the piston head 112 a is at top dead center. At this position, thecylinder rotor 120 and the piston rotor 110 are in their closestproximity and the piston head 112 a is fully inserted into thecorresponding cylinder 121 a. As the paired cylinder 121 a and piston111 a rotate away from top dead center, they progressively move apartuntil they reach the bottom of the rotational path 180° from top deadcenter (at bottom dead center), where piston 111 b and correspondingcylinder 121 b are positioned in FIG. 2 . As the paired cylinder andpiston rotate back toward the top of the rotational path, the piston andcylinder progressively move together.

As shown in FIG. 2 , cylinders 121 may be fixedly connected to acylinder rotor 120 in an orthogonal or substantially orthogonalorientation. In the embodiment shown in the FIGS., the cylinders 121 maybe positioned in a square arrangement of four cylinders with cylindersarranged equidistantly around the perimeter of the cylinder rotor 120.The piston rods of pistons 111 may be arranged in a correspondingpattern on the piston rotor 110. In the embodiment shown in the FIGS.,the piston rods 112 may be connected to the piston rotor 110 by movablejoints with one degree of freedom, for example a pivoting joint.

The piston heads 112 a and 112 b may be connected to the correspondingpiston rods 111 a and 111 b by movable joints. To accommodate the angledarrangement of the piston rotor 110 and the cylinder rotor 120, thepiston heads 112 may be connected to the rods by a movable joint, suchas a ball joint to allow 360° rotation with two degrees of freedomrelative to the ball joint. The angling of the piston rods 111 relativeto the axes of the cylinders 121 may be limited to about 30° or lesswithin a limited angle range relative to the central axis of thecorresponding cylinder 121, allowing limited movement to accommodate thegeometry of the piston cylinder 121. The moveable joint may allow forthe piston heads 112 to reciprocate in and out of the correspondingcylinder 121 with sufficient clearances between the piston rods and thewalls of the cylinders without interference or seizing.

There are several rotating elements that are connected to the spinningcylinder rotor 120 that allow for the system to work efficiently withthe rotational action of the cylinders and pistons. The cylinder rotor120 may be in mechanical connection with a power shaft 130 thattranslates the rotation of the cylinder rotor 120 to a transmissionsystem (not shown) to utilize the power generated by the engine 100. Thepower shaft 130 may be fixedly connected to the cylinder rotor 120 suchthat they rotate together at the same rotational velocity. The intakeand exhaust systems as shown in FIGS. 3 and 4 may also be positioned onthe cylinder rotor 120 such that they rotate with the cylinder rotor 120as well. The cylinder rotor 120 may include both intake ports for intakeof air-fuel mixture during the intake stroke and exhaust ports to expelthe combustion exhaust gas during the exhaust stroke. Each cylinder mayhave at least one intake port and at least one exhaust port in thecylinder rotor at the top of the cylinder.

FIG. 3 shows a perspective view of the cylinder rotor 120, exhaustsystem intake system, and power shaft 130 in working assembly. Somestructures are shown as transparent for illustrative purposes. Theexhaust system may include exhaust valves 135 in fluid communicationwith each of the cylinders 121, which may control the passage of theexhaust gas through an exhaust port into an exhaust conduit 136 duringthe exhaust stroke. Each exhaust valve 135 may be operated and opened bya cam system that includes a drum 140, which may turn freely withrespect to the power shaft 130, but that is in mechanical connectionwith the rotating cylinder rotor 120, e.g., through a gearing systemthat times the rotation of the drum 140 such that cams thereon engageand open an exhaust valve 135 at the exhaust stroke for thecorresponding cylinder 121. The cam system may include gearing with aratio that allows it to spin at a different rotational speed than thatof the cylinder rotor 120. The cam system gearing may be such that thedrum 140 rotates in the same direction as the power shaft 130 at, e.g.,one half the rotational speed of the cylinder rotor 120, and on abearing. In such embodiments, four cam lobes may protrude from the drumto engage valve push rods or other engagement structures of the exhaustvalves 125 of each cylinder 121. The cam lobes may be staggered alongthe axial dimension of the drum 140 and the exhaust valve push rods maybe correspondingly staggered such that each cam lobe only engages withthe exhaust valve of a particular cylinder 121, allowing the exhaustvalves to remain closed during the other stages of the combustion cycle.

An exhaust conduit 136 may be connected to each of the cylinders 121 forpassing the exhaust gas to an exhaust manifold 137 that delivers theexhaust gas into the exhaust collection pipe 138. The exhaust manifold137 may be incorporated into the power shaft 130, where each of theexhaust conduits 136 routes from the exhaust valve 135 of thecorresponding cylinder 121 radially inward toward the power shaft 130.The exhaust conduits 136 may connect with an exhaust manifold 137, whichmay be a cylindrical collar around the power shaft 130. The exhaustconduits 136 may connect with a port in the exhaust manifold 137 that isin fluid connection with the exhaust pipe 138, which rotates with thepower shaft 130. The exhaust pipe 138 may be nested within the powershaft 130 and rotate therewith. The exhaust pipe 138 may deliver theexhaust to a stationary receiving pipe or plenum to which the distal endof the exhaust pipe 138 is connected via a rotary union. Because theexhaust pipe 138 rotates with the power shaft 130, a rotary union orjoint is required to pass the exhaust gas to a static or non-rotatingstructure. The exhaust pipe may include at least one distal port thatallows the exhaust gas to pass into the static structure. The exhaustpipe 138 may be a ceramic material, or the interior surface thereof maybe lined with ceramic material in order to prevent corrosion andaccumulation of exhaust residue.

As shown in FIGS. 3 and 6 , each cylinder 121 may include an intake portand valve 125 a that is in fluid communication with an intake manifold126. The intake manifold 126 may deliver fuel (e.g., an air fuelmixture) to the intake valves 125 associated with each cylinder. Theintake manifold 126 may take the form of a ring chamber positioned atpredetermined radius relative to the power shaft 130 and may be inalignment with the intake ports and valves 125. In some embodiments, theintake manifold 126 may include a receiving channel 126 a along itsentire length on an opposite side thereof from the cylinder rotor 120.The receiving channel 126 a may be configured to receive a throttle ring127 having a complementary shape to that of the receiving channel 126 asuch that the throttle ring 127 can be adjustably nested within thereceiving channel 126 a. An adjustable gap 128 may be present betweenthe throttle ring 127 and the receiving channel 126 a for allowing airto flow into the intake manifold 126 to provide the air in the air-fuelmixture. The throttle control of the engine may adjust the proximity ofthe throttle ring 127 in order to adjust the choke of the engine 100.The throttle ring 127 may be in static position relative to the cylinderrotor 120 with the gap 127 a between the receiving channel 126 a and thethrottle ring 127 allowing for the rotation of the intake manifold 126,while the throttle ring 127 remains static.

The throttle ring 127 may be attached to the motor housing 101 or aframe via biased connections that bias the throttle ring 127 toward theclosed position. For example, the throttle ring 127 may be connected tothe motor housing or frame via studs and biasing springs (not shown)biasing the throttle ring 127 toward the closed position. The studs mayinclude stops that prevent the throttle ring from contacting thereceiving channel of the intake manifold 126, preventing full choke. Theengine 100 may have a throttle control (not shown) in mechanicalconnection with the throttle ring 127, allowing an operator to adjustthe proximity of the throttle ring 127 to the receiving channel 126 a,and thereby adjust the choke of the engine 100.

A fuel injector 128 may be connected to the throttle ring 127 forpassing fuel into the intake manifold 126. The fuel injector 128 may bepositioned over the point at which the intake valve 125 is opened duringthe intake stroke and the intake port is exposed allowing the passage ofthe fuel (e.g., an air-fuel mixture) through the intake port. The fuelinjector 128 may be timed to spray fuel into the intake manifold 126 asthe intake valve 125 opens, allowing fuel (e.g., the air-fuel mixture)through the intake port and into the open cylinder 121. Air may beintroduced into the intake system through the gap 126 a between thethrottle ring 127 and the intake manifold 126 via passages in the enginehousing around the intake system.

An intake valve 125 may control the passage of the air-fuel mixturethrough the intake port into the corresponding cylinder 121 during theintake stroke. In some embodiments, the intake valve 125 may be operatedand opened by negative pressure during the intake stroke, and the intakevalve 125 may remain closed during the other stages of the combustioncycle. In some embodiments, the low pressure generated in the cylinder121 during the intake stroke may be sufficient to open an intake valve125 for the cylinder 121 to allow the entry of the fuel. The intakevalve 125 may include a seated structure in the intake port that is heldin the seated position by a biasing device, such as an intake valvespring that biases the structure to the closed position. The forceapplied by the intake valve spring 129 to the valve structure 125 may beovercome by the vacuum in the cylinder 121 during the intake stroke.

FIG. 7 illustrates an engine according to an embodiment of the presentinvention. A rotary cylinder and piston system drives a power shaft totransmit power to a power transmission system for various uses,including powering an automobile, powering a generator, powering apumping system, and other applications. The engine 200 may be enclosedin a housing 101 as shown in FIG. 1 . A power shaft 205 may have aspindle 204 operable to couple to a power transmission assembly (notshown), such as a vehicle transmission. The power shaft 205 may besupported by bearings 201 that are secured to a frame 202 and a housing(not shown). On the cylinder rotor 220, an exhaust shaft 230 may besecured to the frame 202. The piston rotor 210 and cylinder rotor 220are positioned at an oblique angle relative to one another. The rotorsmeet at a central plane (e.g., a vertical plane) that may be apre-determined distance between the cylinder rotor 220 and piston rotor210. In the embodiment shown in FIGS. 7-11 , the central plane may beequidistant from the piston rotor 210 and the cylinder rotor 220. Theangles of the cylinder rotor 220 and piston rotor 210 may be the samerelative to the central plane. The angled arrangement of the cylinderrotor 220 and the piston rotor 210 creates an oscillating distancebetween corresponding piston heads and cylinders as the cylinder andpiston rotors synchronously rotate. As shown in FIG. 7 , multiple pistonrods 211 a 211 b connect the piston heads 212 a, 212 b to the pistonrotor 210. There is one piston rod and piston head for each cylinder inthe engine assembly. Each piston heads 212 a, 212 b corresponds to acylinder 221 a, 221 b (e.g., combustion chamber). Piston 212 a andcylinder 221 a are illustrated with the dotted lines and are positionedat the top of the cylinder head 255 a and at the peak of the combustioncycle (e.g., top dead center). At this position, the cylinder rotor 220and the piston rotor 210 are in their closest proximity, and the pistonhead 212 a is fully inserted into the corresponding cylinder 221 a. Asthe paired cylinder 221 a and piston 212 a rotate away from top deadcenter, they progressively move apart until they reach the bottom of therotational path 180° from top dead center (at bottom dead center), asillustrated by piston 212 b and the corresponding cylinder 121 b in FIG.7 . As the paired cylinder and piston rotate back toward the top of therotational path, the piston and cylinder progressively move together.

An intake air distributor 240 may collect air and receive fuel from aninjector 248 and mix together to form an air-fuel mixture that may bedelivered to the cylinder head 255 through an intake runner 242. Each ofthe cylinders 221 in the cylinder rotor 220 may have a correspondingcylinder head 255 positioned between the air intake distributor 240 andthe rotor 220. A cylinder head 255 may include a camshaft system, aspark plug 250, an intake port 223, an exhaust port 224, an intakeflange 256, and an exhaust flange 257, illustrated in detail in FIGS.8-11 . The air intake distributor 240 may be in communication with aconcentric throttle ring 241 that is operable to modulate the volumetricflow rate of air entering into the distributor 240 based on a throttleposition. The throttle ring 241 may include a fuel injector 248, and aplurality of throttle roller pins 227 that connect to a plurality ofslots 228 positioned concentrically around the frame 202. The slots 228may provide a cam path (e.g., an oscillating, curved, or helical path)operable to guide the slots on a rotational and translational path whenthe throttle ring is actuated. There is typically one slot 228corresponding to each throttle pin 227. The fuel injector 248 may beoperable to modulate the quantity of fuel entering into the air intakedistributor 240 based on the position of the throttle ring. The seriesof slots 228 provide a cam path for the throttle pins 227, the cam pathmay be operable to rotate and translate the throttle ring 214 around theframe 202, thus increasing a gap between the distributor 240 and thering, thereby allowing more air to enter the system.

The piston head 221 a at top dead center may have a correspondingcylinder head 255 a as shown in FIG. 8 the cylinder head may include anintake port 223, an exhaust port 224, an intake valve 225, and anexhaust valve 226. The cylinder head 255 may expel exhaust fromcombustion through an exhaust manifold 231 that may be in fluidcommunication with the exhaust tube 232. Nesting therebetween theexhaust shaft 230 and the exhaust tube 232 is a cooling insert 233 thatis operable to provide a moving fluid to absorb heat from the exhaustfor routing to a heat exchanger (not shown). The cooling insert may havea series of channels 233F that allow the moving fluid to enter and exitthe cooling insert 233. The piston head 212 a may be secured to aspherical joint 215 a that is fixed to the piston rod 211 a. The pistonrod 211 a may have a counterweight 214 a positioned after the pistonrotor 210 and may have an oil channel 218 for routing lubrication to thespherical joint 215 a and a piston head 221 a contact location. Thepower shaft 205 may translate through the piston rotor 210 (e.g.,stability shaft) and have on one end a CV joint 208 that is free torotate with the cylinder rotor 210. This mounting location has noimpedance on the rotation of the rotors and may help support the powershaft 205 such that the power shaft is not under a load of a cantileverbeam.

FIG. 9 provides a side view of the cylinder rotor 220 with the intakerunners 242, and distributor 240 removed to expose the cam system. FIG.10 provides a bottom view of the cylinder heads 255 with the combustionchambers 221 and rotor 220 removed. FIG. 11 provides a cross-sectionalview about line C-C illustrated in FIG. 10 to illustrate further theframe 202, air distributor 240, exhaust shaft 230, cylinder heads 255,and valvetrain components. The line C-C is symmetrically positionedabout the combustion chamber 255 a, and symmetrically positioned aboutthe combustion chamber 255 b, the centerline of the cylinders isposition about 144° apart from each other. Each of the cylinders may bepositioned 72° away from immediately adjacent cylinders. Each of thecylinder heads may have an independent valvetrain that is operable toprovide the air-fuel mixture to the combustion chamber 255 and expelexhaust gases to the exhaust tube 232. The independent valvetrainincludes a camshaft 261, intake valve 225, exhaust valve 226, exhaustcam 262, and an intake cam 263. The camshaft 261 may have an exhaust cam262, and intake cam 263 positioned 90 degrees from each other about thecentral axis of the camshaft 161. Each of the cams is of the closed-formtype, which provides a slot orthogonal to the cam lobe, therebyproviding a path to open and close the valve without using a spring. Theintake cam 263 and exhaust cam 262 may be connected to their respectivevalves with a valve retainer 269. Although each of the cylinder headshas an independent valvetrain, the timing of opening and closing eachcam lobe corresponds to the rotation of the piston rotor 210 andcylinder rotor 220.

The camshaft 261 may have a cam gear 264 that may mesh with a reductiongear 265 that shares a common shaft with a timing gear 266. The timinggear 266 meshes with a control gear 267 that is fixed to frame 202 anddoes not move when the cylinder rotor and piston rotor are in rotation.As the cylinder rotor 220 rotates around the frame 202, the timing gear266 (e.g., fan gear) follows the path provided by the control gear 267.The reduction gear 265 rotates at the same rate as the timing gear 266because they are mounted on the same shaft. The reduction gear 265meshes with the cam gear 264, and because the reduction gear 265 hasone-fourth the number of gear teeth as the cam gear 264, the exhaust camand intake cam only perform one cycle for every two rotations of thecylinder rotor. Thus the camshaft 261 performs one revolution for everytwo revolutions of the timing gear 266 around the control gear 267 toprovide a four-stroke action of the pistons and rods. During an intakestroke, the intake valve 226 is configured in the open position to allowthe air-fuel mixture to enter the combustion chamber 221, this occurswhen the piston 212 is translating away from the cylinder head 255. Asthe cylinder rotor 220 continues rotation, the camshaft 261 rotates,thus configuring the intake valve 226 in a closed position. The piston212 then begins a compression stroke and advances towards the cylinderhead 255. When the piston 212 reaches top dead center, a power strokebegins and a spark plug 250 ignites the compressed air-fuel mixture, andcombustion occurs, thus translating the piston 212 away from thecylinder head 255. As the cylinder rotor continues rotation, thecamshaft rotates and configures the exhaust valve 225 to the openposition allowing exhaust gases to exit out of the combustion chamber221 as the piston 212 advance to the top of the cylinder head 255 duringthe exhaust stroke.

It is to be understood that variations and modifications of the presentinvention may be made without departing from the scope thereof. It isalso to be understood that the present invention is not to be limited bythe specific embodiments disclosed herein, but only in accordance withthe appended claims when read in light of the foregoing specification.

1. A rotary engine, comprising: a. a piston rotor having a plurality ofpistons thereon and positioned on a first rotational axis; b. a cylinderrotor having a plurality of cylinders thereon and positioned on a secondrotational axis; and c. a power shaft for transmitting rotational motionfrom one of the piston rotor and cylinder rotor to a transmission systemfor providing mechanical power to another system, wherein the firstrotational axis and the second rotational axis are oblique relative toone another, and each of said plurality of pistons is nested in one ofsaid plurality of cylinders and the rotation of said piston rotor andsaid cylinder rotor is driven by combustion of a fuel in said cylinders.2. The engine of claim 1, wherein the first and second rotational axesare positioned on a same plane, wherein an angle between the firstrotational axis and the second rotational axis is in a range of about120° to about 160°.
 3. (canceled)
 4. (canceled)
 5. (canceled) 6.(canceled)
 7. (canceled)
 8. (canceled)
 9. The engine of claim 1, whereindue to the relative angle of the piston rotor and the cylinder rotor,synchronous rotation of the piston rotor and the cylinder rotor resultsin a reciprocating motion of each piston within the correspondingcylinder, wherein the piston head of each piston penetrates furthestinto the corresponding cylinder at a proximal point in its rotationalpath that is nearest to the cylinder rotor and the piston is at its mostretracted point in corresponding cylinder at a distal point in itsrotational path that is furthest from the cylinder rotor.
 10. (canceled)11. (canceled)
 12. (canceled)
 13. (canceled)
 14. The engine of claim 9,wherein said engine is a four-stroke engine and the combustion cycle iscompleted in two full rotations of the piston rotor and the cylinderrotor.
 15. The engine of claim 14, wherein each stroke of saidcombustion cycle occurs over a 180° turn of the piston rotor andcylinder rotor.
 16. The engine of claim 1, further comprising a fuelintake system comprising an intake manifold, wherein said intakemanifold includes a tube that is connected to said cylinder rotor androtates with said cylinder rotor.
 17. (canceled)
 18. The engine of claim17, wherein said tube is concentric with the cylinder rotor and includesfuel delivery passages that are in fluid communication with each of saidplurality of cylinders in said cylinder rotor.
 19. (canceled) 20.(canceled)
 21. (canceled)
 22. (canceled)
 23. The engine of claim 18,wherein each of said plurality of cylinders includes an intake valve influid communication with said tube, and is opened by the vacuum createdby an intake stroke of a corresponding piston.
 24. The engine of claim1, further comprising an exhaust system comprising an exhaust manifold,wherein each of said plurality of cylinders includes an exhaust valve influid communication with said cylinder and an exhaust conduit, whereinsaid exhaust conduit is in fluid communication with said exhaustmanifold.
 25. (canceled)
 26. (canceled)
 27. The engine of claim 24,wherein said exhaust conduits are connected to said cylinder rotor androtate with said cylinder rotor.
 28. (canceled)
 29. (canceled)
 30. Theengine of claim 28, wherein said exhaust pipe is nested in said powershaft.
 31. The engine of claim 24, further comprising exhaust valvetiming system includes a cam drum that rotates independently of saidpower shaft.
 32. The engine of claim 31, wherein the cam drum is indirect mechanical communication with the cylinder rotor via a gearingsystem that rotates said cam drum at a pre-determined speed relative tosaid cylinder rotor.
 33. The engine of claim 32, wherein said cam drumincludes at least one cam for actuating the exhaust valve of each ofsaid plurality of cylinders, wherein said at least one cam actuates saidexhaust valve of each of said plurality of cylinders during exhauststroke.
 34. (canceled)
 35. (canceled) 36-87. (canceled)
 88. A method ofgenerating propulsive force, comprising: a. positioning a plurality ofpistons connected to a piston rotor positioned on a first rotationalaxis in a plurality of cylinders positioned on a cylinder rotorpositioned on a second rotational axis to form a plurality of pairedpistons and cylinders, wherein the first rotational axis and the secondrotational axis are oblique relative to one another; and b. combusting afuel in said paired pistons and cylinders in a sequential pattern todrive rotation of said piston rotor and said cylinder rotor, whereinsaid rotation of one of said piston rotor and said cylinder rotor drivesrotation of a power shaft for transmitting rotational motion from one ofthe piston rotor and cylinder rotor to a transmission system forproviding mechanical power to another system.
 89. The method of claim88, wherein the first and second rotational axes are positioned on asame plane, wherein an angle between the first rotational axis and thesecond rotational axis is in a range of about 120° to about 160°.90-120. (canceled)
 121. The method of claim 88, wherein said pluralityof pistons and plurality of cylinders is at least five and each have adistance of about 72° away from immediately adjacent pistons andcylinders and have a staggered firing order.
 122. The method of claim121, wherein said staggered firing order has a repeating combustionsequence wherein a first piston cylinder is followed by a third pistoncylinder, followed by a fifth piston cylinder, followed by a secondpiston cylinder, followed by a fourth piston cylinder, and the sequencerepeats starting with the first piston cylinder.
 123. A method of fluidmovement, comprising: a. positioning a plurality of pistons connected toa piston rotor positioned on a first rotational axis in a plurality ofcylinders positioned on a cylinder rotor positioned on a secondrotational axis to form a plurality of paired pistons and cylinders,wherein the first rotational axis and the second rotational axis areoblique relative to one another; and b. moving a fluid through saidpaired pistons and cylinders in a sequential pattern, wherein saidrotation of one of said piston rotor and said cylinder rotor results inmovement of said fluid from said cylinders into an exhaust system. 124.The method of claim 123, wherein the first and second rotational axesare positioned on a same plane, wherein an angle between the firstrotational axis and the second rotational axis is in a range of about120° to about 160°. 125-163. (canceled)